U.S. patent application number 13/140697 was filed with the patent office on 2011-12-15 for vehicle tire comprising a layer of circumferential reinforcing elements.
Invention is credited to Alain Valle.
Application Number | 20110303339 13/140697 |
Document ID | / |
Family ID | 40673296 |
Filed Date | 2011-12-15 |
United States Patent
Application |
20110303339 |
Kind Code |
A1 |
Valle; Alain |
December 15, 2011 |
Vehicle Tire Comprising a Layer of Circumferential Reinforcing
Elements
Abstract
A tire with a radial carcass reinforcement comprising a crown
reinforcement comprising at least one layer of circumferential
reinforcing elements distributed axially at a variable pitch. The
layer of circumferential reinforcing elements comprises five parts,
namely a central part, two intermediate parts and two axially outer
parts, the value of the pitch in an intermediate part being less
than the value of the pitch in the axially outer part axially
separated from the central part by the said intermediate part, and
the value of the pitch in an intermediate part being less than the
value of the pitch in the central part.
Inventors: |
Valle; Alain; (Cebazat,
FR) |
Family ID: |
40673296 |
Appl. No.: |
13/140697 |
Filed: |
December 11, 2009 |
PCT Filed: |
December 11, 2009 |
PCT NO: |
PCT/EP2009/066988 |
371 Date: |
September 2, 2011 |
Current U.S.
Class: |
152/548 |
Current CPC
Class: |
B60C 2009/1892 20130101;
Y10T 152/10855 20150115; Y10T 152/10783 20150115; B60C 2009/2087
20130101; B60C 2009/2271 20130101; B60C 2200/10 20130101; B60C 9/08
20130101; B60C 9/22 20130101; B60C 9/04 20130101; B60C 9/2204
20130101 |
Class at
Publication: |
152/548 |
International
Class: |
B60C 9/02 20060101
B60C009/02 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 17, 2008 |
FR |
0858730 |
Claims
1. A tire with a radial carcass reinforcement comprising a crown
reinforcement comprising at least one layer of circumferential
reinforcing elements distributed axially at a variable pitch itself
radially crowned by a tread strip, the said tread strip being
connected to two beads by two sidewalls, wherein the layer of
circumferential reinforcing elements comprises five parts, namely a
central part, two intermediate parts and two axially outer parts,
wherein the value of the pitch in an intermediate part is less than
the value of the pitch in the axially outer part axially separated
from the central part by said intermediate part, and wherein the
value of the pitch in an intermediate part is less than the value
of the pitch in the central part.
2. The tire according to claim 1, wherein the value of the pitch in
an axially outer part is greater than the value of the pitch in the
central part.
3. The tire according to claim 2, wherein the ratio of the value of
the pitch in the axially outer parts to the value of the pitch in
the central part is comprised between 1.05 and 4.
4. The tire according to claim 2, wherein the ratio of the value of
the pitch in the intermediate parts to the value of the pitch in
the central part is comprised between 0.5 and 0.95.
5. The tire according to claim 1, wherein the value of the pitch in
an axially outer part is less than the value of the pitch in the
central part.
6. The tire according to claim 5, wherein the ratio of the value of
the pitch in the axially outer parts to the value of the pitch in
the central part is comprised between 0.5 and 0.95.
7. The tire according to claim 5, wherein, the ratio of the value
of the pitch in the intermediate parts to the value of the pitch in
the central part is comprised between 0.4 and 0.7.
8. The tire according to claim 1, wherein the axial width of the
central part of the layer of circumferential reinforcing elements
is comprised between 10 and 50% of the axial width of the layer of
circumferential reinforcing elements.
9. The tire according to claim 1, wherein the axial width of each
of the axially outer parts of the layer of circumferential
reinforcing elements is comprised between 7 and 15% of the axial
width of the layer of circumferential reinforcing elements.
10. The tire according to claim 1, wherein the axial width of each
of the intermediate parts of the layer of circumferential
reinforcing elements is comprised between 10 and 38% of the axial
width of the layer of circumferential reinforcing elements.
11. The tire according to claim 1, wherein the distribution of the
values of the pitch of the layer of circumferential reinforcing
elements is symmetric with respect to the equatorial plane of the
tire.
12. The tire according to claim 1, wherein the crown reinforcement
comprises at least two working crown layers of inextensible
reinforcing elements, crossed from one layer to the other making
angles comprised between 10.degree. and 45.degree. with the
circumferential direction.
13. The tire according to claim 1, wherein the reinforcing elements
of the carcass-type reinforcing structure make an angle comprised
between 65.degree. and 90.degree. with the circumferential
direction.
14. The tire according to claim 1, wherein the crown reinforcing
structure comprises at least two layers of reinforcing elements,
and in that from one layer to the next, the portions make angles
comprised between 20 and 160.degree. with one another.
15. (canceled)
Description
[0001] The invention relates to a tire intended to be fitted to a
vehicle and, more particularly, intended to be fitted to a
two-wheel vehicle such as a motorcycle.
[0002] Although not restricted to such an application, the
invention will be described more particularly with reference to
such a motorcycle, or motorbike, tire.
[0003] The reinforcement that reinforcing tires and, notably,
motorcycle tires, is currently--and usually--made up of a stack of
one or more plies conventionally known as "carcass plies", "crown
plies", etc. This way of naming the reinforcements stems from the
method of manufacture which involves producing a series of
semi-finished products in the form of plies, provided with
elementary reinforcements, which are often longitudinal, which are
subsequently assembled or stacked to build up a green tire. The
plies are produced flat, with large dimensions, and are
subsequently cut to suit the dimensions of a given product. The
plies are also initially assembled in a substantially flat shape.
The green tire thus built is then shaped to adopt the toroidal
profile typical of tires. The so-called "finishing" semi-finished
products are then applied to the green tire to obtain a product
ready to be vulcanised.
[0004] Such a "conventional" type of method involves, particularly
for the phase of building the green tire, the use of an anchoring
element (generally a bead wire) which is used to anchor or hold the
carcass reinforcement in the region of the beads of the tire. Thus,
for this type of method, a portion of all the plies that make up
the carcass reinforcement (or just part thereof) is wrapped around
a bead wire positioned in the bead of the tire. This then anchors
the carcass reinforcement in the bead.
[0005] The widespread use throughout industry of this conventional
type of method, despite the numerous alternative variations used
regarding the creation of the plies and assemblies, has led a
person skilled in the art to employ terminology based on the
method: hence the generally accepted terminology comprising notably
the terms "plies", "carcass", "bead wire", "shaping" to denote the
switch from a flat profile to a toroidal profile, etc.
[0006] Nowadays there are tires which do not strictly speaking have
"plies" or "bead wires" as defined in the above definitions. For
example, document EP 0 582 196 describes tires which are
manufactured without the use of semi-finished products in the form
of plies. For example, the reinforcing elements in the various
reinforcing structures are applied directly to the adjacent layers
of rubber compound, everything being applied in successive layers
to a toroidal form the shape of which makes it possible to obtain
directly a profile that can be likened to the final profile of the
tire that is being built. Thus, in this case, there are no longer
any "semi-finished products", or any "plies", or any "bead wires".
The basic products, such as the rubber compounds and the
reinforcing elements in the form of threads or filaments, are
applied directly to the form. Because this form is of toroidal
shape, the green tire no longer has to be shaped in order to change
from a flat profile to a profile in the shape of a torus.
[0007] Furthermore, the tires described in that document do not
have the "traditional" turning back of the carcass ply around a
bead wire. That type of anchorage is replaced by an arrangement in
which circumferential threads are positioned adjacent to the said
sidewall reinforcing structure, everything being embedded in a
rubber anchoring or cushioning compound.
[0008] There are also methods of assembly on a toroidal form that
use semi-finished products which are specially designed for rapid,
effective and simple laying on a central form. Finally, it is also
possible to use a hybrid comprising both certain semi-finished
products for creating certain architectural aspects (such as plies,
bead wires, etc.), while others are achieved by the direct
application of compounds and/or reinforcing elements.
[0009] In this document, in order to take account of recent
technological advances both in the field of manufacture and in that
of the product design, the conventional terms such as "plies",
"bead wires", etc., are advantageously replaced by neutral terms or
terms that are independent of the type of method used. Thus, the
term "carcass-type reinforcement" or "sidewall reinforcement" is
valid for denoting the reinforcing elements in a carcass ply in the
conventional method and the corresponding reinforcing elements
generally applied to the sidewalls of a tire produced using a
method that does not employ semi-finished products. The term
"anchoring region", for its part, can just as easily denote the
"traditional" wrapping of the carcass ply around a bead wire in a
conventional method as it can the assembly formed by the
circumferential reinforcing elements, the rubber compound and the
adjacent sidewall reinforcement portions of a bottom region
produced using a method involving applying products to a toroidal
form.
[0010] The longitudinal direction of the tire, or circumferential
direction, is the direction corresponding to the periphery of the
tire and defined by the direction in which the tire runs.
[0011] A circumferential plane or circumferential plane of section
is a plane perpendicular to the axis of rotation of the tire. The
equatorial plane is the circumferential plane that passes through
the centre or crown of the tread strip.
[0012] The transverse or axial direction of the tire is parallel to
the axis of rotation of the tire.
[0013] The radial direction is a direction that intersects the axis
of rotation of the tire and is perpendicular thereto.
[0014] The axis of rotation of the tire is the axis about which it
rotates in normal use.
[0015] A radial or meridian plane contains the axis of rotation of
the tire.
[0016] As with all other tires, tires for motorbikes are switching
over to a radial design, the architecture of such tires comprising
a carcass reinforcement formed of one or two layers of reinforcing
elements that make an angle possibly comprised between 65.degree.
and 90.degree. with the circumferential direction, the said carcass
reinforcement being radially surmounted by a crown reinforcement
formed of reinforcing elements. There do, however, still remain
some non-radial tires to which the invention also relates. The
invention also relates to partially radial tires, that is to say
tires in which the reinforcing elements of the carcass
reinforcement are radial over at least part of the said carcass
reinforcement, for example in the part corresponding to the crown
of the tire.
[0017] Numerous crown reinforcement architectures have been
proposed, depending on whether the tire is intended to be fitted at
the front of the motorbike or at the rear. A first structure, for
the said crown reinforcement, consists in using only
circumferential cords, and the said structure is more particularly
used for a rear tire. A second structure, taking its inspiration
directly from the structures commonly employed in passenger vehicle
tires, has been used to improve wear resistance and consists in
using at least two working crown layers of reinforcing elements
that are substantially mutually parallel within each layer but
crossed from one layer to the next making acute angles with the
circumferential direction, such tires being more particularly
suited to the front of motorbikes. The said two working crown
layers can be associated with at least one layer of circumferential
elements, which are generally obtained by the helical winding of a
strip of at least one rubber-coated reinforcing element.
[0018] The choice of crown architecture for the tires has a direct
impact on certain tire properties such as wear, endurance, grip or
even driving comfort or, particularly in the case of motorcycles,
stability. However, other tire parameters such as the nature of the
rubber compounds used in the tread strip also have an impact on the
properties of the said tire. The choice and nature of the rubber
compounds used in the tread strip are, for example, essential
parameters regarding wear properties. The choice and nature of the
rubber compounds used in the tread strip also have an impact on the
grip of the tire.
[0019] It is an object of the invention to provide a tire that is
able to improve the wear and grip properties of the tire, in the
case of motorcycle tires.
[0020] This object is achieved according to the invention using a
tire with a radial carcass reinforcement comprising a crown
reinforcement comprising at least one layer of circumferential
reinforcing elements distributed axially at a variable pitch itself
radially crowned by a tread strip, the said tread strip being
connected to two beads by two sidewalls, the layer of
circumferential reinforcing elements consisting of at least five
parts, namely a central part, two intermediate parts and two
axially outer parts, the value of the pitch in an intermediate part
being less than the value of the pitch in the axially outer part
axially separated from the central part by the said intermediate
part, and the value of the pitch in an intermediate part being less
than the value of the pitch in the central part.
[0021] A layer of circumferential reinforcing elements within the
meaning of the invention consists of at least one reinforcing
element oriented at an angle of less than 5.degree. formed with the
longitudinal direction.
[0022] The pitch is the distance, measured along the curved
abscissa axis of the layer of circumferential reinforcing elements,
between the centres of two consecutive (or adjacent)
circumferential reinforcing elements. In the case of a layer of
circumferential reinforcing elements produced with several
independent reinforcing elements laid simultaneously or
alternatively with several reinforcing elements forming a strip,
the pitch between these several reinforcing elements being
constant, the "variable" pitch according to the invention is
measured along the curved abscissa axis of the layer of
circumferential reinforcing elements between the centres of the
sets of reinforcing elements laid simultaneously. In other words,
in the latter instances, the reinforcing elements laid
simultaneously or in the form of strips are likened to a single
reinforcing element of which the centre (in the direction of the
curved abscissa axis of the layer of circumferential reinforcing
elements) will be determined in order to measure the said
"variable" pitch.
[0023] The variation in the pitch between the circumferential
reinforcing elements is embodied by a variation in the number of
circumferential reinforcing elements per unit length in the
transverse direction and, therefore, by a variation in the density
of circumferential reinforcing elements in the transverse direction
and therefore by a variation in the circumferential stiffness in
the transverse direction.
[0024] The tire thus defined according to the invention has a layer
of circumferential reinforcing elements which are distributed at a
variable pitch leading to a layer that has a stiffness in the
circumferential direction, or circumferential stiffness, which
varies in the axial direction. According to the invention, the
layer of circumferential reinforcing elements has a stiffness in
the circumferential direction which increases from one axial end to
an intermediate region before decreasing again from this
intermediate region as far as the central part of the said
layer.
[0025] According to a first alternative form of embodiment of the
invention, the value of the pitch in an axially outer part is
greater than the value of the pitch in the central part. The
stiffness in the circumferential direction of the axially outer
part of the layer of circumferential reinforcing elements is
therefore less than the stiffness in the circumferential direction
of the central part. This alternative form of embodiment of the
invention will notably be preferred for tires intended to be fitted
to the rear of a motorcycle, because of the profile of these tires.
What is meant by the profile of a tire is the curvature, or the sum
of the curvatures, of the surface of the tread strip in a meridian
view.
[0026] According to a second alternative form of embodiment of the
invention, the value of the pitch in an axially outer part is less
than the value of the pitch in the central part. The stiffness in
the circumferential direction of the axially outer part of the
layer of circumferential reinforcing elements is therefore greater
than the stiffness in the circumferential direction of the central
part. This alternative form of embodiment of the invention will
notably be preferred for tires intended to be fitted to the front
of a motorcycle, because of the profile of these tires.
[0027] A tire thus produced according to one or other of these
alternative forms of the invention makes it possible to improve
performance notably in terms of wear and grip because of the
choices made regarding the variation in pitch between the
reinforcing elements of the layer of circumferential reinforcing
elements, the density of which is at a maximum in the intermediate
regions. The distribution of stiffness in the layer of
circumferential reinforcing elements notably encourages the
flattening out of the tire at steep camber angles.
[0028] Moreover, the inventors have been able to demonstrate that
the local reduction in the density of reinforcing elements in the
layer of circumferential reinforcing elements nonetheless makes it
possible to maintain the desired tire profile even though notably
the crown region of the tire has a circumferential reinforcing
element density that is lower than that usually required when the
elements are distributed at constant pitch. The stiffness of the
central part of the layer of circumferential reinforcing elements
remains sufficient to ensure sufficient hooping of the tire in this
central part to withstand the stresses applied notably when
inflating or when driving at high speed and to limit the
circumferential expansion of the crown reinforcement.
[0029] Other advantages of a tire according to the invention as
compared with a tire comprising a layer of circumferential
reinforcing elements distributed at a pitch that is constant across
the entire axial width of the said layer are, firstly, its weight
and, secondly, its cost of manufacture. Because the structure of
the tire according to the invention is lightened as compared with
that of a conventional tire comprising a layer of circumferential
reinforcing elements distributed at a constant pitch, the weight of
the tire according to the invention is lower than that of the usual
tire. Specifically, the pitch between the reinforcing elements of a
usual tire comprising a layer of circumferential reinforcing
elements distributed at a constant pitch is defined on the basis of
the minimum pitch necessary to meet the various acceptance test
standards for the marketing of tires. The tire according to the
invention therefore experiences a reduction in the amount of
material needed to produce the layer of circumferential reinforcing
elements.
[0030] Likewise, the cost of the materials for manufacturing a tire
according to the invention is lower than that of a tire comprising
a layer of circumferential reinforcing elements distributed at a
constant pitch because the amount of material needed to produce the
layer of circumferential reinforcing elements is smaller. Further,
for the same reasons, the time taken to manufacture the layer of
circumferential reinforcing elements of the tire according to the
invention is reduced compared with the time taken to manufacture a
layer of circumferential reinforcing elements distributed at a
constant pitch.
[0031] According to one preferred embodiment in the context of the
first alternative form of the invention, whereby the value of the
pitch in an axially outer part is greater than the value of the
pitch in the central part, the ratio of the value of the pitch in
the axially outer parts to the value of the pitch in the central
part is comprised between 1.05 and 4.
[0032] Preferably also according to this embodiment, the ratio of
the value of the pitch in the intermediate parts to the value of
the pitch in the central part is comprised between 0.5 and
0.95.
[0033] According to a preferred embodiment in the case of the
second alternative form of the invention whereby the value of the
pitch in an axially outer part is less than the value of the pitch
in the central part, the ratio of the value of the pitch in the
axially outer parts to the value of the pitch in the central part
is comprised between 0.5 and 0.95.
[0034] Preferably also according to this embodiment, the ratio of
the value of the pitch in the intermediate parts to the value of
the pitch in the central part is comprised between 0.4 and 0.9.
[0035] Advantageously according to the invention, the axial width
of the central part of the layer of circumferential reinforcing
elements is comprised between 10 and 50% of the axial width of the
layer of circumferential reinforcing elements.
[0036] Advantageously also according to the invention, the axial
width of each of the axially outer parts of the layer of
circumferential reinforcing elements is comprised between 7 and 15%
of the axial width of the layer of circumferential reinforcing
elements.
[0037] Advantageously also according to the invention, the axial
width of each of the intermediate parts of the layer of
circumferential reinforcing elements is comprised between 10 and
38% of the axial width of the layer of circumferential reinforcing
elements.
[0038] The invention advantageously makes provision that the
distribution of the values of the pitch of the layer of
circumferential reinforcing elements is symmetric with respect to
the equatorial plane of the tire.
[0039] Advantageously too, the layer of circumferential reinforcing
elements is centred on the crown of the tire. The distribution of
the regions is thus symmetric with respect to the equatorial plane
of the tire. The distribution of the circumferential reinforcing
elements is therefore likewise symmetric in the axial direction
with respect to the equatorial plane of the tire.
[0040] According to a first embodiment of the invention, the pitch
between the circumferentially oriented reinforcing elements is
constant in at least one of the parts of the layer of
circumferential reinforcing elements. For preference, the pitch is
constant in at least the central part.
[0041] According to a second embodiment of the invention, the pitch
between the circumferentially oriented reinforcing elements can
vary in at least one of the parts of the layer of circumferential
reinforcing elements.
[0042] According to other embodiments of the invention, at least
one of the parts of the layer of circumferential reinforcing
elements combines regions of constant pitch and regions of variable
pitch; for example, one part may combine a central region of
constant pitch and axially outer regions of variable pitch, each
having a pitch that increases towards the said central region.
[0043] According to a preferred embodiment of the invention, in the
case of at least one part comprising at least one region of
variable pitch, the value of the pitch in the transverse direction
obeys a series over at least the said variable-pitch region of the
said at least one part of the layer of circumferential reinforcing
elements.
[0044] According to a first embodiment, the value of the pitch
obeys an arithmetic series of the type U(n)=Uo+nr, where Uo is
comprised between 0.4 mm and 4 mm, and r is the common difference
of the series comprised between 0.001 and 0.1.
[0045] According to a second embodiment, the value of the pitch
obeys an geometic series of the type U(n)=Uo.times.rn, where Uo is
comprised between 0.4 mm and 4 mm, and r is the common difference
of the series comprised between 1.001 and 1.025.
[0046] According to other embodiments of the invention, the value
of the pitch may be a combination of several progressions depending
on the axial position in the said layer.
[0047] According to an alternative form of embodiment of the tire
according to the invention, the crown reinforcement comprises at
least one working crown layer of inextensible reinforcing elements
making angles comprised between 10.degree. and 45.degree. with the
circumferential direction, and, for preference, at least two
working crown layers of inextensible reinforcing elements crossed
from one layer to another making angles comprised between
10.degree. and 45.degree. with the circumferential direction.
[0048] One advantageous embodiment of the invention makes provision
that the layer of circumferential reinforcing elements is
positioned at least partially radially on the outside of a working
layer. When the layer of circumferential reinforcing elements is
produced radially on the outside of two working layers and placed
directly under the tread strip, it may notably contribute to
improving high-speed stability.
[0049] The layer of circumferential reinforcing elements may thus
be produced directly under the tread strip in order, in addition to
performing its main function, to form a layer that protects the
carcass and the other layers of the crown reinforcing structure
against potential mechanical attack.
[0050] The layer of circumferential reinforcing elements may also
be produced between the working layers, notably for economic
reasons, because this reduces the amount of material and laying
time required.
[0051] Another advantageous embodiment of the invention makes
provision that the layer of circumferential reinforcing elements is
positioned at least partially radially on the inside of the
radially innermost working layer. In this embodiment, the layer of
circumferential reinforcing elements is produced radially on the
inside of the working layers and may notably make it possible to
improve the grip and traction of the tire still further.
[0052] Another alternative form of the invention makes provision
that at least one layer of circumferential reinforcing elements is
positioned at least partially radially on the inside of the
carcass-type reinforcing structure.
[0053] A tire according to the invention, notably when at least
part of the crown reinforcing structure, such as a layer of
circumferential reinforcing elements, is produced radially on the
inside of the carcass structure, is advantageously produced using a
manufacturing technique of the type involving a hard core or stiff
form.
[0054] For preference also, the reinforcing elements of the layer
of circumferential reinforcing elements are made of metal and/or
textile and/or glass.
[0055] For preference also, the reinforcing elements of the layer
of circumferential reinforcing elements have an elastic modulus in
excess of 6000 N/mm.sup.2.
[0056] According to another embodiment of the invention, the
reinforcing elements of the layer of circumferential reinforcing
elements are metal cords having a curve of tensile stress against
relative elongation that exhibits shallow gradients for small
elongations and a substantially constant and steep gradient for
greater elongations.
[0057] In an advantageous alternative form of the invention, one
layer of circumferential reinforcing elements may be produced in
several parts positioned at different radial positions or different
levels in the tire. Such a tire may notably comprise part of the
layer of circumferential reinforcing elements radially on the
outside of the other reinforcing elements in the central part of
the tire, that is to say under the central part of the tread strip.
This part of the layer of circumferential reinforcing elements then
notably affords the carcass protection against potential attack
that may occur in the central part of the tread strip, which is
considered to be the most exposed. Lateral parts of the layer of
circumferential reinforcing elements, independent of the central
part of the said layer of circumferential reinforcing elements, may
be positioned at all levels, that is to say either radially on the
inside of the working layers or between them or, alternatively,
radially on the inside of the carcass layer, notably with a view to
reducing the amount of reinforcing elements and the time taken to
produce such a layer of circumferential reinforcing elements. The
invention further makes provision that, in the case of a layer of
circumferential reinforcing elements which is produced in several
parts positioned at different radial positions, the distribution of
these various parts is not symmetric with respect to the equatorial
plane, or circumferential plane, passing through the centre of the
crown of the tire. Such an asymmetric distribution may be further
associated with a choice of different materials for the
circumferential reinforcing elements.
[0058] According to this type of embodiment of a layer of
circumferential reinforcing elements which is broken down into
several parts, the invention advantageously plans for the axial
ends of the said parts to overlap one another.
[0059] According to a preferred embodiment of the invention, the
reinforcing elements of the carcass-type reinforcing structure make
an angle comprised between 65.degree. and 90.degree. with the
circumferential direction.
[0060] According to an alternative form of the invention, the crown
reinforcing structure comprises at least two layers of reinforcing
elements, the portions making angles comprised between 20 and
160.degree. with one another, from one layer to the next.
[0061] According to a preferred embodiment of this alternative form
of the invention, at least in the central region of the tread
strip, the reinforcing elements of a working layer make angles,
formed with the longitudinal direction, which are identical, the
said angles being measured at the points of intersection with a
circumferential plane, whatever the said circumferential plane
might be. In other words, for a given circumferential plane of
section, the reinforcing elements are all at the same angle formed
with the longitudinal direction at the points of intersection with
the said circumferential plane of section. Moreover, the
aforementioned angle may vary according to the circumferential
plane of section considered.
[0062] For preference also according to this alternative form of
the invention, at least in the central region of the tread strip,
the reinforcing elements of one working layer are equidistant from
one another in all circumferential planes; the distance separating
adjacent reinforcing elements being able for its part to vary
according to the circumferential plane of section considered or,
more specifically, it being possible for the distance between
adjacent reinforcing elements to vary in the axial direction.
[0063] Another alternative form of embodiment of the invention
makes provision that at least one working layer is produced at
least partially radially on the inside of the carcass-type
reinforcing structure.
[0064] According to a first embodiment of the invention, all of the
working layers are produced radially on the inside of at least one
carcass structure, i.e. on the inside of at least one carcass
layer. At least one carcass-type reinforcing structure thus
radially covers the entire crown reinforcing structure.
[0065] According to a second preferred embodiment of the invention,
at least one layer of working reinforcing elements of the crown
reinforcing structure is produced radially on the outside of the
carcass-type reinforcing structure. According to this second
embodiment of the invention, the layer of working reinforcing
elements assumes a function of protecting the carcass and the other
layers of the crown reinforcing structure against possible
mechanical attack.
[0066] In an advantageous alternative form of the invention, one
layer of working reinforcing elements may be produced in several
parts fitted at different radial positions or different levels in
the tire. Such a tire may notably comprise a part of the layer of
working reinforcing elements radially on the outside of the
reinforcing elements of the carcass structure in the central part
of the tire, i.e. under the central part of the tread strip. This
part of the layer of working reinforcing elements then notably
affords the carcass protection against potential attack that may
occur via the central part of the tread strip, which is considered
to be the most exposed. The invention also makes provision, in the
case of a layer of working reinforcing elements that is produced in
several parts installed at various radial positions, that the
distribution of these different parts is not symmetric with respect
to the equatorial plane, or circumferential plane passing through
the centre of the crown of the tire.
[0067] According to this type of embodiment of a layer of working
reinforcing elements broken down into several parts, the invention
advantageously makes provision for the axial ends of the said parts
to overlap one another.
[0068] It should be noted, as stated previously, that a tire
according to the invention, notably when at least part of the crown
reinforcing structure is produced radially on the inside of the
carcass structure, is advantageously produced using a manufacturing
technique of the type using a hard core or stiff form.
[0069] According to an alternative form of embodiment of the
invention, at least one layer of working reinforcing elements is
made up of at least one continuous reinforcing thread which, in the
central region of the said layer, forms portions making identical
angles with the longitudinal direction, the said angles being
measured at the points of intersection with a circumferential
plane, two adjacent portions being connected by a loop, and the
portions making an angle comprised between 10 and 80.degree. with
the longitudinal direction.
[0070] The term "thread" denotes, very generally, both
monofilaments, multifilament fibres (possibly twisted on
themselves) or assemblies such as textile or metal cords, folded
yarns or alternatively any type of equivalent assembly, for example
a hybrid cord, irrespective of the material or materials or
potential treatment of these threads, for example a surface
treatment or coating, or precoating to encourage adhesion to the
rubber or any other material.
[0071] According to this advantageous alternative form of the
invention, the working layer is produced with at least one thread
no free end of which is present on the edges of the said layer. For
preference, the layer is produced using a single thread and the
layer is of the "single thread" type. However, industrial
production of such layers leads to discontinuities notably as a
result of changes of reel. A preferred embodiment of the invention
further consists in using just one or a small number of threads for
a working layer and the starts and ends of threads need to be
positioned in the central region of the said layer.
[0072] A tire according to the invention thus produced comprises a
reinforcing structure that has no free end of the reinforcing
elements at the axially outer edges of the working layers.
[0073] The studies conducted notably revealed that the presence of
traditional layers of reinforcing elements set at an angle to the
longitudinal direction leads to local, circumferential and shear,
stiffnesses which decrease as the edges of the said layers are
neared, the tension at the ends of the reinforcing elements being
zero. Zero local tension in the reinforcing elements results in
lower effectiveness of the said reinforcing elements in this
region. Now, the stiffnesses of the edges of the layers are
particularly high when the tire is used at steeper camber angles,
under cornering, the part of the tire corresponding to these
regions then facing the ground.
[0074] The creation of motorcycle tires leads to high values of
curvature when the said tires are used at camber angles. A tire
produced according to this alternative form of the invention and
which comprises a reinforcing structure that has no free end of the
reinforcing elements in the region of the axially outer edges of
the working layers thus notably allows the grip and traction of the
tires to be enhanced for use at steep camber angles.
[0075] Such a tire is advantageously produced using a technique of
the type using a hard form or a toroidal form, which notably allows
the reinforcing elements to be laid in the near-final position;
specifically, a shaping step is not required with this type of
method, which means that the reinforcing elements are no longer
shifted once they have been laid.
[0076] In one advantageous embodiment of the invention, notably
with a view to further optimizing the stiffnesses of the
reinforcing structure along the meridian plane of the tire,
particularly at the edges of the working layers, the angles formed
by the said portions of the thread in the working layers with the
longitudinal direction can vary in the transverse direction such
that the said angles are greater on the axially outer edges of the
layers of reinforcing elements by comparison with the angles of the
said portions measured at the equatorial plane of the tire.
[0077] The use of a technique of the type using a hard form which
notably allows the reinforcing elements to be laid in the
near-final position without the need for a shaping step has further
advantages. Specifically, a technique of the hard form type in
particular allows markedly greater variations in angles than can be
obtained using methods that involve a shaping step to be achieved
in a simple way. Further, the said variations in angle, the said
angle tending towards 90.degree. at the edges of the working
layers, leads to an increase in the pitch and encourages the
creation of loops, because of the reduction in bulk.
[0078] A first embodiment of the alternative forms of embodiment of
the invention whereby the angles formed by the said portions of the
thread in the working layers with respect to the longitudinal
direction can vary in the transverse direction, consists in varying
the angle of the portions monotonously from the equatorial plane of
the tire as far as the edges of the working layer.
[0079] A second embodiment of these alternative forms consists in
having the angle change in steps from the equatorial plane of the
tire as far as the edges of the working layer.
[0080] A final embodiment of these alternative forms consists in
allowing the angle to evolve in such a way that given values are
obtained for given axial positions.
[0081] These various embodiments of the alternative forms of
embodiment of the invention whereby the angles formed by the said
portions of the thread of the working layers with respect to the
longitudinal direction can vary in the transverse direction in
other words make it possible to obtain good circumferential
stiffness of the crown reinforcing structure through the presence
of tight, that is to say small, angles in the region of the crown
of the tire, that is to say in the region flanking the equatorial
plane. Further, on the other hand, the presence of open angles,
that is to say angles tending towards 45.degree., or, even beyond,
tending towards 90.degree., can be obtained on the edges of the
working layer or, more exactly, at the shoulders of the tire in
order to improve the grip, traction, comfort or else the operating
temperature of the tire; specifically, such variations in angle
make it possible to modulate the shear stiffnesses of the working
layers.
[0082] According to one preferred embodiment of the invention, the
reinforcing elements of the working layers are made of a textile
material.
[0083] According to another embodiment of the invention, the
reinforcing elements in the working layers are made of metal.
[0084] Further details and advantageous features of the invention
will emerge hereinafter from the description of the exemplary
embodiments of the invention, given with reference to FIGS. 1 to 3
which depict:
[0085] FIG. 1: a meridian view of a tire layout according to a
first embodiment of the invention,
[0086] FIG. 2: a meridian view of a tire layout according to a
second embodiment of the invention,
[0087] FIG. 3: a meridian view of a tire layout according to a
third embodiment of the invention.
[0088] For ease of understanding, FIGS. 1 to 3 are not drawn to
scale.
[0089] FIG. 1 depicts a tire 1 of 190/50 ZR 17 type intended to be
fitted to the rear of a motorcycle. This tire 1 comprises a carcass
reinforcement consisting of a layer 2 comprising reinforcing
elements of the textile type. The layer 2 consists of reinforcing
elements arranged radially. The radial positioning of the
reinforcing elements is defined by the angle at which the said
reinforcing elements are laid; a radial arrangement corresponds to
the said elements being laid at an angle comprised between
65.degree. and 90.degree. with respect to the longitudinal
direction.
[0090] The layer 2 is anchored on each side of the tire 1 in a bead
3 the base of which is intended to be mounted on a rim seat. Each
bead 3 is extended radially outwards by a sidewall 4, the said
sidewall 4 radially towards the outside meeting the tread strip 5.
The tire 1 thus constructed has a curvature value in excess of 0.15
and preferably in excess of 0.3. The curvature value is defined by
the Ht/Wt ratio, namely the ratio of the height of the tread strip
to the maximum width of the tread strip of the tire. The curvature
value will advantageously be between 0.25 and 0.5 for a tire
intended to be fitted at the front of a motorcycle and will be
advantageously comprised between 0.2 and 0.5 for a tire intended to
be fitted at the rear.
[0091] The tire 1 further comprises a crown reinforcement 6
consisting of two layers 7 and 8 of reinforcing elements making
angles with the circumferential direction, the said reinforcing
elements being crossed from one layer to the next and making angles
of 50.degree. between them in the region of the equatorial plane,
the reinforcing elements of each of the layers 7 and 8 making an
angle of 25.degree. to the circumferential direction.
[0092] The reinforcing elements of the two layers 7 and 8 are made
of a textile material and, more specifically, of aramid.
[0093] The crown reinforcement 6 according to the invention
comprises a layer of circumferential reinforcing elements 10
radially on the outside of the layers 7, 8. The layer of
circumferential reinforcing elements 10 is thus the radially
outermost part of the crown reinforcement 6 and the two working
layers 7, 8 are interposed between the carcass layer 2 and the
layer of circumferential reinforcing elements 10. The layer of
circumferential reinforcing elements 10 advantageously consists of
a single thread which has been wound to make an angle substantially
equal to 0.degree. with the longitudinal direction. The layer of
circumferential reinforcing elements 10 may alternatively be
produced by the simultaneous winding of several bare or rubberized
threads or threads in the form of strips when they are embedded in
rubber.
[0094] The circumferential reinforcing elements 10 are wound in
such a way that the pitch between two circumferential reinforcing
elements varies in the axial direction.
[0095] This variation in the laying pitch leads to a variation in
the density of the circumferential reinforcing elements that is
such that the density is greater in the intermediate parts 11a and
11b. The circumferential reinforcing element densities will
therefore decrease, firstly from these intermediate parts 11a and
11b with a density of 100 threads/dm (pitch of 1 mm) towards the
central part 12 of the tire with a density of 75 threads/dm (pitch
of 1.33 mm), and secondly, from these intermediate parts 11a and
11b towards the lateral parts 13a and 13b of the said layer of
circumferential reinforcing elements 10 with a density of 70
threads/dm (pitch of 1.43 mm).
[0096] The ratio of the value of the pitch in the axially outer
parts 13a, 13b to the value of the pitch in the central part 12 is
equal to 1.07 and therefore falls between 1.05 and 4.
[0097] The ratio of the value of the pitch in the intermediate
parts 11a, 11b to the value of the pitch in the central part 12 is
equal to 0.75, and therefore falls between 0.5 and 0.95.
[0098] The width of the layer of circumferential reinforcing
elements 10 is equal to 170 mm.
[0099] The parts 11a and 11b each have an axial width of 62 mm. The
axial width of each of the intermediate parts 11a and 11b of the
layer of circumferential reinforcing elements is equal to 36% of
the axial width of the layer of circumferential reinforcing
elements, which falls between 10 and 38% of the said width.
[0100] The central part 12 has an axial width of 20 mm. The axial
width of the central part of the layer of circumferential
reinforcing elements is equal to 12% of the axial width of the
layer of circumferential reinforcing elements and therefore falls
between 10 and 50% of the said width.
[0101] The parts 13a and 13b each have an axial width of 13 mm. The
axial width of each of the axially outer parts 13a and 13b of the
layer of circumferential reinforcing elements is equal to 8% of the
axial width of the layer of circumferential reinforcing elements
and therefore falls between 7 and 15% of the said width.
[0102] According to the invention, in the case of a tire intended
to be fitted at the rear of a motorcycle, the value of the pitch in
an axially outer part is greater than the value of the pitch in the
central part. The stiffness in the circumferential direction of the
axially outer part of the layer of circumferential reinforcing
elements is therefore lower than the stiffness of the central part
in the circumferential direction.
[0103] The presence of the layer of circumferential reinforcing
elements in the tire contributes firstly to improving performance
in terms of endurance and secondly the distribution at a variable
pitch allows the circumferential stiffnesses of the crown
reinforcement of the tire to be modulated in order to optimize the
compromises between flattening, wear and high-speed performance of
the tire.
[0104] The layer of circumferential reinforcing elements 10
consists of textile reinforcements of the metal 6*23 type.
[0105] FIG. 2 depicts a tire 21 similar to that of FIG. 1 and which
differs therefrom in the radial position of the layer of
circumferential reinforcing elements 201. In this second depiction
according to the invention, the layer of circumferential
reinforcing elements 210 has been positioned radially on the inside
of the carcass reinforcement 2 and therefore radially on the inside
of the two working layers 27, 28. This radial position of the layer
of circumferential reinforcing elements 210 allows in particular a
further improvement in the grip and traction properties of the
tire.
[0106] FIG. 3 depicts a tire 31 of 120/70 ZR 17 type intended to be
fitted at the front of a motorcycle.
[0107] The crown reinforcement 36 of the tire 31 is similar to that
of the tire 1 illustrated in FIG. 1. The only difference is in the
layer of circumferential reinforcing elements 310 and, more
specifically, the variation in the pitch at which the reinforcing
elements are laid.
[0108] As in the case of FIG. 1 and according to the invention, the
variation in laying pitch leads to a variation in the density of
circumferential reinforcing elements which is such that the density
is greater in the intermediate parts 311a and 311b. The
circumferential reinforcing element densities therefore decrease,
firstly, from these intermediate parts 311a and 311b at which the
density is 90 threads/dm (pitch of 1.11 mm) towards the central
part 312 of the tire at which the density is 60 threads/dm (pitch
of 1.67 mm), and, secondly, from these intermediate parts 311a and
311b towards the lateral parts 313a, 313b of the said layer of
circumferential reinforcing elements 310 where the density is 70
threads/dm (pitch of 1.43 mm).
[0109] Unlike the situation in FIG. 1, and according to the
invention for a tire intended to be fitted at the front of a
motorcycle, the value of the pitch in an axially outer part 313a,
313b is lower than the value of the pitch in the central part. The
stiffness, in the circumferential direction, of the axially outer
part of the layer of circumferential reinforcing elements is
therefore greater than the stiffness, in the circumferential
direction, of the central part.
[0110] The ratio of the value of the pitch in the axially outer
parts 313a, 313b to the value of the pitch in the central part 312
is equal to 0.86 and therefore falls between 0.5 and 0.95.
[0111] The ratio of the value of the pitch in the intermediate
parts 11a, 11b to the value of the pitch in the central part 12 is
equal to 0.67 and therefore falls between 0.4 and 0.7.
[0112] The width of the layer of circumferential reinforcing
elements 10 is 106 mm.
[0113] The parts 311a and 311b each have an axial width equal to 20
mm. The axial width of each of the intermediate parts 311a and 311b
of the layer of circumferential reinforcing elements is equal to
19% of the axial width of the layer of circumferential reinforcing
elements which falls between 10 and 38% of the said width.
[0114] The central part 312 has an axial width of 40 mm. The axial
width of the central part 312 of the layer of circumferential
reinforcing elements is equal to 38% of the axial width of the
layer of circumferential reinforcing elements and therefore falls
between 10 and 50% of the said width.
[0115] The parts 313a and 313b each have an axial width of 13 mm.
The axial width of each of the axially outer parts 313a and 313b of
the layer of circumferential reinforcing elements is equal to 12%
of the axial width of the layer of circumferential reinforcing
elements and therefore falls between 7 and 15% of the said
width.
[0116] The layer of circumferential reinforcing elements 10
consists of textile reinforcements of the metal 4*23 type.
[0117] The invention should not be interpreted as being restricted
to the description of the examples above. The invention notably
encompasses tires that may have more complex crown reinforcements,
for example comprising 3 or more working layers of reinforcing
elements making an angle with the circumferential direction.
[0118] The invention also applies to the various types of crown
reinforcement listed hereinabove and notably those described in
patent applications WO 2004/018236, WO 2004/018237, WO 2005/070704,
WO 2005/070706, notably exhibiting the various radial positions of
the layers that make up the crown reinforcement relative to one
another, and their radial position with respect to the carcass
structure, plus also the makeup of a layer formed of a thread
constituting portions connected by loops or even varied angles
formed by the said portions with the axial direction.
* * * * *